CN107031451B - Motor drive device and motor drive system - Google Patents
Motor drive device and motor drive system Download PDFInfo
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- CN107031451B CN107031451B CN201610867287.7A CN201610867287A CN107031451B CN 107031451 B CN107031451 B CN 107031451B CN 201610867287 A CN201610867287 A CN 201610867287A CN 107031451 B CN107031451 B CN 107031451B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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Abstract
Provided are a motor drive device and a motor drive system. In an electric vehicle, the slip-down of the vehicle is prevented as soon as possible after the brake is released without increasing the processing load of a host controller. A CPU (12) of a motor drive device (10) for controlling the driving of a motor (40) as a power source of an electric vehicle starts to operate as a slip-down prevention function unit (122) at a time point when the absolute value of a torque command value is smaller than a torque threshold value for starting a slip-down prevention operation, when shift position information is an operation command for instructing the operation of the vehicle, when the absolute value of the actual rotational speed of the motor (40) is smaller than a speed threshold value for starting the slip-down prevention operation, and when hand brake information changes from the hand brake on state to the hand brake off state. The slip-down prevention function unit (122) switches from a torque control mode to a speed control mode, and controls the rotational speed of the motor (40) so that the actual rotational speed of the motor (40) becomes zero.
Description
Technical Field
The present invention relates to a motor drive device mounted on an electric vehicle using a motor as a power source, and a motor drive system including the motor drive device.
Background
In an engine automobile with a manual transmission (manual transmission), when a vehicle starts on a hill such as climbing from a state where the vehicle is stopped on the hill and a brake is applied, if the brake is released without engaging the clutch, the vehicle starts moving as on the hill due to its own weight. In the present specification, such a case of moving along a slope or a downhill is expressed as "slipping down". Such a slip-down of the vehicle at the time of starting a hill such as climbing is undesirable because it starts moving in a direction opposite to the traveling direction intended by the driver. In a manual transmission engine automobile, such a vehicle is prevented from slipping down by the skill of the driver in a hill start operation.
In an engine car of an automatic transmission (automatic transmission), when a brake is not applied in an idle state and a select lever (select lever) is in a forward gear (D), a driver slowly starts moving forward even if the driver does not depress an accelerator (accelerator). Therefore, in an engine vehicle of an automatic transmission, even if a driver performs a normal start operation of changing from a foot brake (foot brake) to an accelerator pedal by setting a select lever to a forward gear (D) at the time of hill start, the vehicle starts moving in a direction of climbing when the brake is released, and therefore, the vehicle is less likely to slip down.
The electric Vehicle is equipped with a motor drive device (for example, an inverter device) that controls driving of a motor as a power source, and a host controller (for example, a VCU (Vehicle Control Unit)) that provides various commands and information to the motor drive device. The host controller provides a torque command value corresponding to the accelerator operation amount to the motor drive device, thereby causing the motor drive device to drive and control the motor.
In an electric vehicle, when the accelerator is not depressed, a torque command value of zero is supplied to the motor drive device, and therefore the motor is in a free run state. Therefore, if the accelerator is not depressed at the time point when the brake is released from the state where the brake is applied to the slope and the vehicle is stopped, the vehicle may slide down the slope due to its own weight. Therefore, the following concerns exist in electric vehicles: when a driver performs a normal starting operation such as a step-on of a foot brake to a step-on of an accelerator during a hill start, the vehicle slides down a hill by its own weight until the accelerator is stepped on after the brake is released.
Patent document 1: japanese laid-open patent publication No. 6-261417
Patent document 2: japanese laid-open patent application No. 2010-148250
Disclosure of Invention
Problems to be solved by the invention
However, the motor control computer of patent document 1 needs to acquire the detection result of the motor rotation speed sensor when calculating a new target torque for preventing the vehicle from slipping down. The motor control computer generally communicates with a motor drive control circuit to acquire a detection result acquired from a motor rotation speed sensor by the motor drive control circuit via the motor drive control circuit. That is, in the technique of patent document 1, the following bidirectional communication is required: a motor control computer for obtaining a communication of a detection result of the motor rotation speed sensor from the motor drive control circuit; and a communication in which the motor control computer provides a command signal indicating the new target torque to the motor drive control circuit. Since the torque resisting the slip-down is generated in the electric motor after at least the time taken for such bidirectional communication has elapsed from the time point when the brake is released and the vehicle speed starts to change from zero (i.e., the time point when the vehicle starts to slip down), the start of the slip-down preventing operation is delayed from the start of the slip-down by at least the time taken for such bidirectional communication in the technique of patent document 1.
The motor control computer of patent document 1 performs many processes necessary for the electric vehicle, and also performs processes such as determination regarding slip-down prevention of the vehicle. Therefore, in the technique of patent document 1, the processing load of the motor control computer may increase.
The present invention has been made in view of the above-described problems, and an object thereof is to provide a technique of: in an electric vehicle, the slip-down of the vehicle is prevented as soon as possible after the brake is released without increasing the processing load of a host controller.
Means for solving the problems
The motor drive device of the present invention is a device for controlling the drive of a motor as a power source of an electric vehicle, and includes a slip-down prevention means. A slip-down prevention means of a motor drive device starts rotational speed control of a motor so that the actual rotational speed of the motor thereafter becomes zero when hand brake information indicating whether a hand brake (handbrake) is on or off, shift position information indicating a shift position, the actual rotational speed as a result of detection of the rotational speed of the motor, and a torque command value corresponding to an accelerator operation amount satisfy a predetermined start condition.
ADVANTAGEOUS EFFECTS OF INVENTION
According to the present invention, since the necessity of preventing the vehicle from slipping down is determined by the motor drive device, it is not necessary to determine the necessity of preventing the vehicle from slipping down in the host controller that is a source of supply of the torque command value and the like. Therefore, according to the present invention, the processing load of the upper controller does not increase. Further, according to the present invention, it is only necessary to perform communication in which the upper controller supplies a torque command value or the like to the motor drive device during a period from when the brake is released to when the slip-down preventing operation is started (i.e., when the motor rotation speed control for the motor is started such that the actual rotation speed becomes zero), and it is not necessary to perform communication in which the motor drive device supplies the detection result of the rotation speed of the motor to the upper controller. That is, according to the present invention, the time taken for communication between the motor drive device and the upper controller is shorter than that in the technique of patent document 1. Therefore, according to the present invention, the start of the slip-down preventing operation can be made earlier than the technique of patent document 1.
Therefore, by mounting the motor drive device of the present invention on an electric vehicle, it is possible to prevent the vehicle from slipping down as soon as possible after the braking is released without increasing the processing load of the host controller.
Drawings
Fig. 1 is a block diagram showing a configuration of a motor drive system 1 including a motor drive device 10 according to an embodiment of the present invention.
Fig. 2 is a diagram showing the contents of the respective operations performed by the driver on the foot brake, hand brake, shift lever, and accelerator, and the actual rotational speed, the state of the vehicle, and the state of driving the motor when the operations are performed, for each of various cases (cases a to I).
Fig. 3 is a time chart showing whether or not the slip-down preventing operation is performed when each operation performed by the driver and the state of the vehicle at that time are changed in the order of case a, case B, case C, case D, case E-1, and case E-2 in fig. 2.
Fig. 4 is a time chart showing whether or not the slip-down preventing operation is performed when each operation performed by the driver and the state of the vehicle at that time are changed in the order of case a, case B, case C, case D, case F-1, and case F-2 in fig. 2.
Fig. 5 is a time chart showing whether or not the slip-down preventing operation is performed when each operation performed by the driver and the state of the vehicle at that time are changed in the order of case a, case B, case C, case D, case G-1, and case G-2 in fig. 2.
Fig. 6 is a timing chart showing whether or not the slip-down preventing operation is performed when each operation performed by the driver and the state of the vehicle at that time are changed in the order of case a, case B, case C, and case H in fig. 2.
Fig. 7 is a timing chart showing whether or not the slip-down preventing operation is performed when the operations performed by the driver, the state of the vehicle at that time, and the like change in the order of case a and case I in fig. 2.
Description of the reference numerals
1: a motor drive system; 10: a motor drive device; 12: a CPU; 122: a slip-down preventing function section; 14: an inverter main circuit; 20: a superior controller; 22: an accelerator sensor; 24: a foot brake sensor; 26: a hand brake sensor; 28: gear sensor; 29: a communication line; 30: a battery; 40: an electric motor.
Detailed Description
Embodiments of the present invention will be described below with reference to the drawings.
(embodiment mode)
(A: Structure)
Fig. 1 is a block diagram showing a configuration of a motor drive system 1 including a motor drive device 10 according to an embodiment of the present invention. The motor drive system 1 is mounted on an electric vehicle. The motor drive system 1 includes a motor drive device 10, a host controller 20, an accelerator sensor 22, a foot brake sensor 24, a hand brake sensor 26, a gear sensor 28, and a battery 30.
The upper controller 20 is, for example, a microcomputer such as a VCU. The host Controller 20 and the motor drive device 10 perform communication conforming to a standard such as CAN (Controller Area Network) via a communication line 29. The motor drive device 10 performs drive control of the motor 40 under control of the host controller 20 by communication with the host controller 20. The electric motor 40 to be controlled by the electric motor drive device 10 is a power source of the vehicle, and is coupled to a drive wheel (not shown) of the vehicle via a power transmission device (not shown), a transmission (not shown), and the like.
The accelerator sensor 22 is a sensor that detects the accelerator operation amount of the accelerator by the driver. The accelerator sensor 22 submits the detection result to the host controller 20.
The foot brake sensor 24 is a sensor that detects the amount of foot brake operation of the foot brake by the driver. The foot brake sensor 24 submits the detection result to the host controller 20.
The hand brake sensor 26 is a sensor that detects whether or not the driver has operated the hand brake (in other words, whether or not the hand brake is pulled up). The hand brake sensor 26 submits the detection result to the superordinate controller 20. The hand brake is a brake that is generally operated at the time of parking, and is also called a parking brake (park brake) or a side brake (side brake). The hand brake also includes a parking brake or the like that is operated, for example, with a foot without depending on the hand of the driver.
The range sensor 28 is a sensor that detects a range (specifically, a forward range (D, drive), a reverse range (R), a neutral range (N, neutral), and the like) selected by the driver by operating the shift lever. The gear sensor 28 submits the detection result to the superordinate controller 20. A shift lever (gear change lever) is an operation member for selecting an operation/stop, a traveling direction, and the like of a vehicle. The shift lever corresponds to a select lever in an engine vehicle of an automatic transmission.
The host controller 20 receives the detection results from the various sensors, generates various commands and information for causing the motor drive device 10 to perform operation control in accordance with the detection results, and outputs the various commands and information to the motor drive device 10. Specifically, the upper controller 20 generates a torque command value as a target torque of the motor 40 based on the detection result of the accelerator sensor 22, foot brake information indicating the opening or closing of the foot brake based on the detection result of the foot brake sensor 24, hand brake information indicating the opening or closing of the hand brake based on the detection result of the hand brake sensor 26, and gear position information corresponding to the gear position based on the detection result of the gear position sensor 28. The gear information includes an operation/stop instruction indicating operation or stop of the vehicle and a forward/reverse instruction indicating a traveling direction of the vehicle. Specifically, the following is the case: the operation command and the forward command are generated when the detection result of the range sensor 28 indicates the shift position in the forward range (D), the operation command and the reverse command are generated when the detection result of the range sensor 28 indicates the shift position in the reverse range (R), and the stop command is generated when the detection result of the range sensor 28 indicates the neutral range (N). The host controller 20 then outputs the torque command value, the foot brake information, the hand brake information, the shift position information (specifically, an operation/stop command, a forward/reverse command), and the like to the motor drive device 10.
The host controller 20 also normally outputs a torque control command to the motor drive device 10. The torque control command is a command for instructing drive control in the torque control mode. The torque control mode is a control mode in which the torque of the electric motor 40 is controlled so as to follow the torque command value.
The motor 40 is provided with a rotation speed sensor (not shown) for detecting the rotation speed of the motor 40. The motor drive device 10 acquires a rotation speed detection value (hereinafter referred to as an actual rotation speed) as a detection result of the rotation speed sensor.
The motor drive device 10 is, for example, an inverter device. The motor drive apparatus 10 includes a CPU (central processing Unit) 12 and an inverter main circuit 14.
The inverter main circuit 14 is a circuit that converts dc power supplied from the battery 30 into ac power and supplies the ac power to the motor 40. The inverter main circuit 14 includes a switching element such as an IGBT (Insulated Gate bipolar transistor). The switching element is turned on or off according to a gate signal. The inverter main circuit 14 outputs a current corresponding to the switching on or off of the switching element to the motor 40. The motor 40 operates in accordance with the current supplied from the inverter main circuit 14.
The CPU12 is a control center that controls each part of the motor drive device 10 by executing a program stored in a storage device (not shown). The CPU12 supplies gate signals to the switching elements of the inverter main circuit 14 in accordance with various commands and information supplied from the host controller 20 and the like, thereby controlling the operation of the inverter main circuit 14.
The motor drive device 10 has a slip-down prevention function section 122. The slip-down prevention function section 122 is a function section realized by the CPU12 executing a program. The slip-down prevention function unit 122 is a slip-down prevention means for preventing a slip-down of the vehicle during hill start.
The program for drive-controlling the motor in accordance with the torque command value or the like supplied from the host controller 20 includes a start-up determination process of determining whether or not to start the slip-down prevention function. The CPU12 executes the start determination process each time a torque command value is acquired from the host controller 20, for example. In this start determination process, the CPU12 determines whether or not various commands and information acquired from the host controller 20, the rotational speed sensor, and the like satisfy all of the start conditions 1 to 4 of the slip-down prevention function described below.
(Start-up condition 1): the absolute value of the torque command value is smaller than a torque threshold value at which the slip-down prevention operation is started.
(Start-up condition 2): the operation/stop command of the shift position information is an operation command.
(Start-up conditions 3): the absolute value of the actual rotational speed is smaller than a speed threshold value at which the slip prevention action is initiated.
(Start-up condition 4): the handbrake information changes from handbrake open to handbrake closed.
When the acquired various commands and information satisfy all of the above-described activation conditions 1 to 4, the CPU12 starts executing a program for realizing the slip-down prevention function, and starts operating as the slip-down prevention function section 122. Here, the CPU12 temporarily stores the acquired hand brake information in a register in the activation determination process. The CPU12 determines whether or not the activation condition 4 is satisfied by comparing the hand brake information stored in the register in the previous activation determination process with the hand brake information acquired in the current activation determination process.
In addition, the program for implementing the slide-down prevention function includes a release determination process of determining whether or not to release the slide-down prevention function. The CPU12 executes the cancellation determination process each time the torque command value is acquired from the host controller 20 in a state of operating as the slip-down prevention function unit 122, for example. In this release determination process, the CPU12 determines whether or not various commands and information acquired from the upper controller 20 and the like satisfy the release condition 1 of the slide-down prevention function described below.
(release condition 1): the absolute value of the torque command value is equal to or greater than a torque threshold value at which the slip-down prevention operation is released.
When the various commands and information acquired while the slide-down prevention function is in operation satisfy the above-described release condition 1, the CPU12 ends the operation as the slide-down prevention function section 122. The torque threshold value for releasing the slip-down prevention operation is, for example, the same value as the torque threshold value for starting the slip-down prevention operation.
The storage device of the motor drive device 10 stores, for example, a table defining the activation condition and the release condition of the slip-down prevention function, and various thresholds (a torque threshold for activating the slip-down prevention operation, and the like). Further, the start condition, the release condition, and the like of the slip-down prevention function may be embedded in the program. While operating as the slip-off prevention function unit 122, the CPU12 controls the motor rotation speed such that the actual rotation speed of the motor 40 becomes zero.
The slip-down prevention function unit 122 will be described in detail in the description of the operation.
Further, the CPU12 outputs the slip-down prevention function activation information indicating that the slip-down prevention function is activated to the upper controller 20 when the operation as the slip-down prevention function section 122 is started, and outputs the slip-down prevention function release information indicating that the slip-down prevention function is released to the upper controller 20 when the operation as the slip-down prevention function section 122 is ended. The motor drive device 10 also outputs an actual torque value of the motor 40 estimated from a current detection value of the motor 40 or the like, an actual rotation speed of the motor 40 acquired from a rotation speed sensor, and the like to the host controller 20.
The above is the configuration of the motor drive system 1 including the motor drive device 10.
(B: action)
Fig. 2 is a diagram showing the contents of the respective operations performed by the driver on the foot brake, hand brake, shift lever, and accelerator, and the actual rotational speed, the state of the vehicle, and the state of driving the motor when the operations are performed, for each of various cases (cases a to I). The "-" representation of fig. 2 may be any operation content. Next, the presence or absence of the slip-down preventing operation will be described in accordance with the transition pattern of each operation performed by the driver.
(B-1: transition mode 1)
Fig. 3 is a time chart showing whether or not the slip-down preventing operation is performed when each operation performed by the driver and the state of the vehicle at that time are changed in the order of case a, case B, case C, case D, case E-1, and case E-2 in fig. 2. At the time point of case a, the driver does not press the foot brake (off), does not pull the hand brake (off), sets the shift position of the shift lever to the forward range (D), and presses the accelerator (on). That is, at the time point of case a, the vehicle is in the traveling state. At the time point of this case a, foot brake information indicating that the foot brake is off, hand brake information indicating that the hand brake is off, an operation command and a forward command indicating the forward gear (D), and a torque command value according to the amount of stepping on the accelerator are supplied from the host controller 20 to the motor drive device 10. The absolute value of the torque command value at the time point of the case a is equal to or greater than the torque threshold value at which the slip-down prevention operation is started. The motor drive device 10 acquires an absolute value of the actual rotation speed of the motor 40 according to the traveling speed of the vehicle as a detection result of the rotation speed sensor. The absolute value of the actual rotational speed at this time is equal to or greater than the speed threshold value at which the slip-down prevention operation is started.
The CPU12 of the motor drive device 10 performs the start determination process of the slip-down prevention function each time the torque command value is acquired, and therefore performs the start determination process of the slip-down prevention function at the time point of the case a. At the time point of the case a, although the start condition 2 is satisfied, the start condition 1 is not satisfied because the absolute value of the torque command value is equal to or more than the torque threshold value for starting the slip-down prevention operation, the start condition 3 is not satisfied because the absolute value of the actual rotation speed is equal to or more than the speed threshold value for starting the slip-down prevention operation, and the start condition 4 is not satisfied because the hand brake information is the hand brake off and is not changed from the previous hand brake information. Therefore, at the time point of the case a, the CPU12 does not start the operation as the slip-down prevention function section 122, but performs the normal torque control for making the torque of the motor 40 follow the torque command value in accordance with the upper controller 20.
It is assumed that the driver operates the vehicle to decelerate by closing the accelerator and depressing the foot brake from the operating state of case a. This condition is case B. At the time point of this case B, foot brake information indicating that the foot brake is on, hand brake information indicating that the hand brake is off, an operation command and a forward command indicating the forward gear (D), and a torque command value of zero (specifically, a torque command value smaller than a torque threshold value for starting the slip-down preventing operation) are supplied from the host controller 20 to the motor drive device 10. In addition, at the time point of case B, the absolute value of the actual rotation speed of the motor 40 acquired by the motor drive device 10 is equal to or greater than the speed threshold value at which the slip-down preventing operation is started. At the time point of case B, the absolute value of the torque command value becomes smaller than the torque threshold value for starting the slip-down prevention operation and the starting condition 1 is satisfied, but the absolute value of the actual rotation speed of the motor 40 is equal to or larger than the speed threshold value for starting the slip-down prevention operation and at least the starting condition 3 is not satisfied. Therefore, at the time point of case B, the CPU12 continues the normal torque control following case a. At the time point of case B, since the torque command value of zero is supplied, the CPU12 puts the motor 40 into an idling state. Since the foot brake is applied to the vehicle in the idling state, the absolute value of the actual rotation speed of the motor 40 decreases after the case B.
When the driver continues the operations of the case B, the absolute value of the actual rotational speed becomes smaller than the speed threshold value at which the slip-down prevention operation is started, and finally the absolute value of the actual rotational speed of the motor 40 becomes zero. The situation of parking in this manner is case C. In case C, the motor drive device 10 is supplied with the same commands and information as in case B from the upper controller 20. At the time point of case C, the absolute value of the actual rotation speed of the motor 40 becomes smaller than the speed threshold value for starting the slip-down prevention operation and the start condition 3 is satisfied, but the hand brake information is the hand brake off and is unchanged from the previous hand brake information, and the start condition 4 is not satisfied. Therefore, at the time point of case C, the CPU12 continues the normal torque control following case B.
Here, at the time point of example C, the vehicle was stopped on a slope, and the height of the front side of the vehicle was higher than the height of the rear side. Since the vehicle is stopped on such a hill, the driver pulls up the hand brake in addition to the foot brake for subsequent hill start such as climbing. The situation where the hand brake is pulled up after the case C is the case D. At the time point of case D, foot brake information indicating that the foot brake is on, hand brake information indicating that the hand brake is on, an operation command and a forward command indicating the forward gear (D), and a torque command value of zero are supplied from the host controller 20 to the motor drive device 10. At the time point of case D, the hand brake information has changed from the previous hand brake information, but the change is a change from hand brake off to hand brake on, and therefore the activation condition 4 is not satisfied. Therefore, at the time point of the case D, the CPU12 continues the normal torque control following the case C. At the time point of case D, the brakes of the foot brake and the hand brake are applied, and therefore the vehicle does not slip down the slope even if stopped on the slope. Therefore, the absolute value of the actual rotation speed of the motor 40 at this time is maintained at zero.
Assume that from the operation state of case D, the driver first releases his foot from the foot brake in order to start the vehicle. At this time, the foot brake information supplied to the motor drive device 10 becomes foot brake information indicating that the foot brake is off. At this point in time, the CPU12 also continues normal torque control. At this time, since the hand brake is pulled up, the vehicle does not slip down the slope even when the vehicle is stopped on the slope.
The driver resets the hand brake (hand brake off) after the foot brake off after the case D. The situation in which the hand brake is reset from the pulled-up state is the case E-1. At the time point of the case E-1, foot brake information indicating that the foot brake is off, hand brake information indicating that the hand brake is off, an operation command and a forward command indicating the forward gear (D), and a torque command value of zero are supplied from the host controller 20 to the motor drive device 10. That is, the handbrake information provided to the motor drive device 10 changes from handbrake open to handbrake closed at the point in time of the instance E-1 compared to when the instance E-1 is about to occur. In addition, the motor drive device 10 acquires an actual rotation speed of zero.
At the time point of the case E-1, the CPU12 has performed the start judgment processing of the slip-down prevention function, and as a result, recognizes: in addition to satisfying the start conditions 1 to 3, the hand brake information changes from hand brake on to hand brake off and the start condition 4 is also satisfied, so that all the start conditions 1 to 4 are satisfied. Thus, the CPU12 starts operating as the slide-down preventing function unit 122 at the time of the case E-1.
Even if a torque control command instructing a torque control mode is once given, the slip-down prevention function section 122 first switches the control mode in the present apparatus (the motor drive apparatus 10) from the torque control mode to the speed control mode. Then, the slip-down prevention function unit 122 sets the target value of the rotation speed of the motor 40 to zero, and starts the rotation speed control of the motor 40. Specifically, the slip-down prevention function section 122 generates a gate signal for making the actual rotation speed of the motor 40 acquired from the rotation speed sensor zero, and supplies the gate signal to the inverter main circuit 14. The inverter main circuit 14 outputs a current generated by performing a switching operation in accordance with the gate signal to the motor 40.
When the vehicle is stopped on a slope, the foot brake and the hand brake are turned off, and the motor 40 rotates so as to slide down the slope due to the weight of the vehicle. However, by the start of the slip-down prevention function in the case E-1, the current for making the actual rotation speed zero is supplied to the motor 40. With such a current, a torque that hinders the generation of rotation is generated in the motor 40. Thereby, the actual rotation speed of the electric motor 40 is maintained at zero, thereby preventing the vehicle from slipping down the slope.
In this way, even if the host controller 20 is supplied with a torque command value of zero for bringing the motor 40 into the idling state, the motor drive device 10 starts the rotational speed control of the motor 40 for forcibly bringing the actual rotational speed of the motor 40 to zero thereafter when the acquired various commands and information satisfy all of the start conditions 1 to 4 of the slip-down prevention function. Then, the motor drive device 10 continues the rotational speed control until the acquired command and information satisfy the release condition of the slip-down prevention function.
The anti-roll-off function unit 122 outputs anti-roll-off function start information to the upper controller 20 to notify the upper controller 20 that the anti-roll-off function is started.
The driver depresses the accelerator after each operation of the case E-1 to perform the vehicle start operation. At the time point of the starting operation, foot brake information indicating that the foot brake is off, hand brake information indicating that the hand brake is off, an operation command and a forward command indicating the forward gear (D), and a torque command value that increases with the elapse of time as the accelerator is stepped on are supplied from the host controller 20 to the motor drive device 10. When such a starting operation is continued, the absolute value of the torque command value supplied to the motor drive device 10 becomes equal to or greater than the torque threshold value for releasing the slip-down prevention operation.
The case where the torque command value supplied to the motor drive device 10 after the case E-1 becomes the torque threshold value for canceling the slip prevention operation is the case E-2. At the time of this case E-2, the result of the release determination processing of the slide-down prevention function performed by the slide-down prevention function section 122 recognizes: the acquired various instructions and information satisfy the release condition 1. Thus, the slip-down prevention function unit 122 switches the control mode in the present device (the motor drive device 10) from the speed control mode to the torque control mode, and ends the rotational speed control of the motor 40. The slide-down prevention function section 122 outputs slide-down prevention function release information to the upper controller 20 to notify the upper controller 20 that the slide-down prevention function is released.
After the case E-2, the CPU12 performs normal torque control for causing the torque of the motor 40 to follow the torque command value supplied from the host controller 20. Therefore, a torque corresponding to the accelerator operation amount by the driver is generated in the electric motor 40. When a large torque is generated in the electric motor 40 to resist downward sliding along a slope, the vehicle starts climbing a slope, and the absolute value of the actual rotation speed of the electric motor 40 increases.
(B-2: transition mode 2)
Fig. 4 is a time chart showing whether or not the slip-down preventing operation is performed when each operation performed by the driver and the state of the vehicle at that time are changed in the order of case a, case B, case C, case D, case F-1, and case F-2 in fig. 2. Cases a to D are the same as in transition mode 1.
Here, at the time point of example C, the vehicle was stopped on a slope, and the height of the rear side of the vehicle was higher than the height of the front side. In transition mode 2, the following is assumed: from this state, climbing is started by reverse driving.
Assume that, from the operation state of case D (i.e., the state in which the vehicle is parked on a hill and the hand brake is pulled up), the driver first shifts the shift position of the shift lever from the forward gear (D) to the reverse gear (R) in order to reverse the vehicle. At this time, foot brake information indicating that the foot brake is on, hand brake information indicating that the hand brake is on, an operation command and a reverse command indicating the reverse gear (R), and a torque command value of zero are supplied from the host controller 20 to the motor drive device 10.
After the reverse gear (R) is shifted after the case D, the driver releases his foot from the foot brake in order to start the vehicle. At this time, the foot brake information supplied to the motor drive device 10 becomes foot brake information indicating that the foot brake is off. At this point in time, the CPU12 also continues normal torque control. At this time, since the hand brake is pulled up, the vehicle does not slip down the slope even when the vehicle is stopped on the slope.
After the foot brake is turned off, the driver resets the hand brake. The situation in which the hand brake is reset from the pulled-up state is the case F-1. At the time point of the case F-1, the foot brake information indicating that the foot brake is off, the hand brake information indicating that the hand brake is off, the operation command and the reverse command indicating the reverse range (R), and the torque command value of zero are supplied from the host controller 20 to the motor drive device 10. At the time of the case F-1, the forward/reverse command of the shift position information supplied to the motor drive device 10 is a reverse command and is different from the case E-1, but the operation/stop command of the shift position information is an operation command and is the same as the case E-1. The actual rotation speed of the motor 40 acquired by the motor drive device 10 is zero.
At the time point of the case F-1, the CPU12 has performed the start judgment processing of the slip-down prevention function, and as a result, recognizes: the acquired instructions and information satisfy all of the start conditions 1 to 4 of the slip-down prevention function. Thus, the CPU12 starts operating as the slide-down preventing function unit 122 at the time of the case F-1. The slip-down prevention function unit 122 performs the same operation as that described in the transition mode 1.
The following conditions are case F-2: after each operation of the case F-1, the driver steps on the accelerator to perform the backward start operation of the vehicle, and the absolute value of the torque command value supplied to the motor drive device 10 becomes the torque threshold value for canceling the slip-down preventing operation. At the time point of the case F-2, the result of the release determination processing of the slide-down prevention function performed by the slide-down prevention function section 122 recognizes: the acquired torque command value satisfies the release condition 1 of the slip-down prevention function. Thus, the slip-down prevention function unit 122 switches the control mode to the torque control mode at the time point of the case F-2, ends the rotational speed control of the motor 40, outputs the slip-down prevention function release information to the host controller 20, and notifies the host controller 20 that the slip-down prevention function is released. After the case F-2, the CPU12 performs the normal torque control in the same manner as after the case E-2 of the transition mode 1. Here, in transition mode 2, since the shift position is reverse (R), the vehicle backs up to start climbing, and the absolute value of the actual rotation speed of the electric motor 40 increases.
(B-3: transition mode 3)
Fig. 5 is a time chart showing whether or not the slip-down preventing operation is performed when each operation performed by the driver and the state of the vehicle at that time are changed in the order of case a, case B, case C, case D, case G-1, and case G-2 in fig. 2. Cases a to D are the same as in transition mode 1. In transition mode 3, the following is assumed: the driver sets the shift position of the shift lever to neutral (N).
Let us assume that the driver shifts the shift position of the shift lever from the forward gear (D) to the neutral gear (N) in order to stop driving from the operating state of case D (i.e., the state of parking and pulling up the hand brake). At this time, foot brake information indicating that the foot brake is on, hand brake information indicating that the hand brake is on, a stop command indicating neutral (N), and a torque command value of zero are supplied from the host controller 20 to the motor drive device 10. At this point in time, the slip-down prevention function is not activated.
After shifting to neutral (N) after instance D, the driver resets the hand brake. The situation in which the hand brake is reset from the pulled-up state in the neutral position (N) as described above is the case G-1. At the time point of the case G-1, the foot brake information indicating that the foot brake is on, the hand brake information indicating that the hand brake is off, the stop command indicating neutral (N), and the torque command value of zero are supplied from the host controller 20 to the motor drive apparatus 10. In addition, the motor drive device 10 acquires an actual rotation speed of zero. At the time of the case G-1, the start conditions 1, 3, and 4 are satisfied, but the start condition 2 is not satisfied because the operation command is not acquired. Therefore, at the time of the case G-1, the CPU12 does not start the operation as the slip-down preventing function section 122. However, since the brake of the foot brake is applied to the vehicle, the vehicle does not slide down the slope at that point in time even if stopped on the slope.
After example G-1 the driver removes his foot from the foot brake. This situation is case G-2. At the time of this case G-2, the entire startup conditions are not satisfied, and therefore the CPU12 does not start the operation as the slip-down prevention function section 122. Further, since the operation as the slip-down prevention function section 122 is not performed even in the event of the occurrence of the case G-2, the operation as the slip-down prevention function section 122 is not terminated.
After case G-2, the motor 40 is in an idle state, and the brakes of the foot brake and the hand brake are not applied. Therefore, after the case G-2, if the vehicle is on a slope, the vehicle may slide down due to its own weight. The reason why the vehicle is allowed to slide down the slope without activating the slide-down prevention function in the case G-1 and the case G-2 as described above is that there are the following cases: the vehicle is intentionally made to move as if it slips down. This is the case, for example: the driver sometimes drives the vehicle down a slope by the weight of the vehicle while adjusting the foot brake to be on or off while setting the shift position to neutral (N). If one of the conditions for activating the slip-down prevention function does not include the condition that the shift information is the operation command, the slip-down prevention function is activated at the time point of the case G-1, and the driving on the downhill in the neutral (N) cannot be realized as described above. This imposes a limitation on the driving of the driver. Therefore, in the motor drive device 10, as one of the starting conditions of the slip-down prevention function, a condition that the shift information is the operation command is included.
(B-4: transition mode 4)
Fig. 6 is a timing chart showing whether or not the slip-down preventing operation is performed when each operation performed by the driver and the state of the vehicle at that time are changed in the order of case a, case B, case C, and case H in fig. 2. Cases a to C are the same as in transition mode 1. In transition mode 4, the following is assumed: after decelerating and stopping, the driver does not perform the operation of the hand brake.
After the case C (deceleration and stop by braking with the foot brake), the driver does not operate the hand brake but moves his foot away from the foot brake to start again. This condition is case H. At the time point of this case H, foot brake information indicating that the foot brake is off, hand brake information indicating that the hand brake is off, an operation command and a forward command indicating the forward gear (D), and a torque command value of zero are supplied from the host controller 20 to the motor drive device 10. In addition, the motor drive device 10 acquires an actual rotation speed of zero. At the time point of this case H, although the activation conditions 1 to 3 are satisfied, the activation condition 4 is not satisfied because the hand brake information is not changed from the hand brake on to the hand brake off. Therefore, at the time point of the case H, the CPU12 does not start the operation as the slip-down prevention function section 122. Then, after the case H, when the driver depresses the accelerator, the absolute value of the torque command value supplied to the motor drive device 10 rises, and the absolute value of the actual rotation speed of the motor 40 rises.
Further, when the vehicle is stopped on a slope at the time of occurrence of the case H, the vehicle may slide down the slope because the operation as the slide-down prevention function portion 122 is not started at the time of the case H. Here, when starting a hill such as climbing a hill, the vehicle undesirably slips in a direction different from the direction intended by the driver (the direction opposite to the traveling direction). However, in such a hill start such as a hill climbing, it is common practice to perform the hill start by temporarily pulling up the hand brake and then returning the hand brake. Therefore, in the transition patterns 1 and 2, the change from the handbrake open to the handbrake close is taken as one of the activation conditions of the slip-down prevention function.
However, in the case of hill start such as downhill (e.g., forward start in a state where the height of the vehicle on the front side is lower than the height of the vehicle on the rear side), even if the vehicle slips down due to its own weight, the vehicle slips down in the traveling direction. Here, depending on the driver, there are the following cases: at the time of such a hill start on a downhill slope, the accelerator operation is performed after the vehicle is intentionally made to perform an initial start operation such as a downward slide in the traveling direction. In this case, the number of drivers who perform the hand brake operation from after the parking to before the start is small. Therefore, in the transition mode 4, when the hand brake is not operated, it is regarded as an intentional slip-down, and the operation as the slip-down prevention function portion 122 is not started.
(B-5: transition mode 5)
Fig. 7 is a timing chart showing whether or not the slip-down preventing operation is performed when the operations performed by the driver, the state of the vehicle at that time, and the like change in the order of case a and case I in fig. 2. Case a is the same as transition mode 1. In transition mode 5, the following is assumed: the foot brake operation is not performed, and the deceleration is performed only by the accelerator operation.
The driver performs an operation of reducing the accelerator depression amount from the accelerator depression state in example a to naturally decelerate the vehicle. At this time, foot brake information indicating that the foot brake is off, hand brake information indicating that the hand brake is off, an operation command and a forward command indicating a forward range (D), and a torque command value whose absolute value becomes smaller in time by decreasing the accelerator depression amount are supplied from the host controller 20 to the motor drive device 10. Then, it is assumed that the absolute value of the torque command value supplied to the motor drive device 10 becomes smaller than the torque threshold value at which the slip-down preventing action is started. At this point in time, the absolute value of the actual rotation speed of the motor 40 acquired by the motor drive device 10 is greater than the speed threshold for starting the slip-down prevention operation. At this point in time, although the activation conditions 1 and 2 are satisfied, the activation condition 3 is not satisfied because the absolute value of the actual rotational speed is equal to or greater than the speed threshold value for activating the slip-down prevention operation, and the activation condition 4 is not satisfied because the handbrake information is not changed from handbrake-on to handbrake-off. Therefore, at this point in time, the CPU12 does not start the operation as the slip-down prevention function section 122.
It is assumed that the vehicle naturally decelerates thereafter and the absolute value of the actual rotational speed of the electric motor 40 acquired by the electric motor drive device 10 is smaller than the speed threshold value at which the slip-down prevention operation is started. This condition is case I. At the time point of this example I, although the activation conditions 1 to 3 were satisfied, the activation condition 4 was not satisfied because the hand brake information was not changed from the hand brake on to the hand brake off. Therefore, at the time of the case I, the CPU12 does not start the operation as the slide-down prevention function section 122.
In this way, it is impossible to distinguish whether the vehicle is stopped for a hill start or simply decelerated only when the absolute value of the torque command value and the absolute value of the actual rotation speed of the motor are near zero. For this reason, the condition for activating the slip-down prevention function is also made to include a condition for changing from the handbrake open to the handbrake closed.
(C: summary)
In the motor drive system 1 of the present embodiment, since the necessity of preventing the vehicle from slipping down is determined by the motor drive device 10, it is not necessary to determine the necessity of preventing the vehicle from slipping down in the host controller 20 that is a source of supply of the torque command value and the like. Therefore, in the motor drive system 1, the processing load of the upper controller 20 does not increase. In the motor drive system 1, the upper controller 20 may communicate the torque command value to the motor drive device 10 before the brake is released and the slip-down preventing operation is started (i.e., the start of the rotational speed control of the motor 40 at which the actual rotational speed is zero), and the motor drive device 10 does not need to communicate the detection result of the rotational speed of the motor 40 to the upper controller 20. That is, in the motor drive system 1, the time taken for communication between the motor drive device 10 and the upper controller 20 is shorter than that in the technique of patent document 1. Therefore, in the motor drive system 1, the start of the slip-down preventing operation can be made earlier than in the technique of patent document 1.
Therefore, by mounting the motor drive device 10 on the electric vehicle, it is possible to prevent the vehicle from slipping down as soon as possible after the braking is released without increasing the processing load of the host controller.
Further, since the motor drive device 10 includes the slip-down prevention means, the motor drive device 10 of the present embodiment can be mounted on an electric vehicle in which the host controller 20 having no slip-down prevention means is mounted.
(D: modification)
While the embodiments of the present invention have been described above, it is needless to say that the following modifications may be applied to these embodiments.
(1) In transition modes 1 and 2 of the embodiment, the slip-down prevention function is described by taking hill start of climbing as an example. Here, in case C provided in transition mode 1, the vehicle is stopped in a posture in which the height of the front side of the vehicle is lower than the height of the rear side, and after the handbrake is pulled up (case D), the handbrake is reset in a state of being in the forward range (D) (case E-1). The condition is hill start on a downhill slope. In the motor drive device 10, since all the start conditions of the slip-down prevention function are satisfied at the time point of the case E-1, the slip-down prevention function may also function in the situation of such a downhill start. However, in this situation, if the accelerator is depressed after the case E-1 to change to the case E-2, the slip-down prevention function is released to start the downhill. Therefore, the driving by the driver is not hindered except in the case where the driver tries to perform driving as intentionally going downhill. The same applies to the case of hill start on a downhill in the transition mode 2.
(2) The condition of the inclination angle of the vehicle may be added as one of the starting conditions of the slip-down prevention function. For example, the motor drive device 10 acquires hand brake information and the like from the host controller 20, and acquires tilt angle information of the vehicle. When one of the following start-up conditions 5a and 5b is satisfied in addition to the start-up conditions 1 to 4, the CPU12 of the motor drive device 10 starts the operation as the slip-down prevention function section 122.
(Start-up condition 5 a): the tilt angle information of the vehicle is equal to or greater than a positive angle threshold value, and the forward/reverse command of the shift position information is a forward command.
(Start-up condition 5 b): the tilt angle information of the vehicle is equal to or less than a negative angle threshold, and the forward/reverse command of the shift position information is a reverse command.
The positive angle in the start condition 5a indicates that the height of the front side of the vehicle is higher than the height of the rear side, and the negative angle in the start condition 5b indicates that the height of the front side of the vehicle is lower than the height of the rear side. That is, the slip-down prevention function is activated at the time of hill start on a hill climb, and is not activated at the time of hill start on a downhill. Thus, it is possible to prevent the vehicle from slipping down only at the minimum necessary, and it is possible to avoid hindering the intentional slipping down driving of the driver compared to the embodiment. Further, the motor drive device 10 may acquire the tilt angle information of the vehicle from a tilt angle sensor that detects the tilt angle of the vehicle, not limited to the manner of acquiring the tilt angle information of the vehicle from the host controller 20. In this case, the tilt angle sensor is not limited to the one provided outside the motor drive device 10, and may be provided inside the motor drive device 10.
(3) When operating as the slip-down prevention function unit 122, the CPU12 controls the speed of the motor 40 so that the actual rotation speed of the motor 40 becomes zero. However, it is not always possible to avoid such an unexpected situation that the absolute value of the actual rotation speed of the motor 40 increases in a state where the slip-down prevention function is activated. In this case, the vehicle may suddenly accelerate, which is dangerous. Therefore, it is possible to individually set the release condition of the slip-down preventing function including the condition of the actual rotation speed of the motor 40 in preparation for such unexpected situation. This is the case, for example: in a state where the slip-down prevention function is activated, if either one of the release condition 1 and the following release condition 2 is satisfied, the CPU12 of the motor drive apparatus 10 ends the operation as the slip-down prevention function unit 122.
(release condition 2): the absolute value of the actual rotation speed is equal to or greater than a speed threshold value for releasing the slip-down prevention operation.
The case E-3 and the case F-3 in fig. 2 are examples of the case where the release condition 2 is satisfied. In this way, since the control by the slip-down prevention function is switched to the control in accordance with the command from the upper controller 20, it is possible to cope with unexpected sudden acceleration of the vehicle. In addition, it is preferable that the speed threshold for releasing the slip-down prevention operation in the release condition 2 is a value larger than the speed threshold for activating the slip-down prevention operation so as to avoid frequent release of the slip-down prevention function. The speed threshold for releasing the slip-down prevention operation is not limited to the mode in which the speed threshold for releasing the slip-down prevention operation is a value different from the speed threshold for activating the slip-down prevention operation, and the speed threshold for releasing the slip-down prevention operation may be the same value as the speed threshold for activating the slip-down prevention operation.
(4) The release condition of the slip-down prevention function may be increased in consideration of the condition and safety of the vehicle. This is the case, for example: when any of the release conditions 1 and 2 and the following release conditions 3 to 6 is satisfied while the slip-down prevention function is in operation, the CPU12 ends the operation as the slip-down prevention function section 122.
(release condition 3): the shift position information becomes a stop instruction.
(release condition 4): the handbrake message changes from handbrake closed to handbrake open.
(release condition 5): the control mode command from the upper level controller 20 becomes a control mode command other than the torque control mode command.
(release condition 6): an operation prohibition instruction indicating prohibition of operation is supplied from the host controller 20.
(5) The motor drive device 10 may have a user interface for instructing updating of the respective thresholds (specifically, a torque threshold for starting the slip-down prevention operation, a torque threshold for releasing the slip-down prevention operation, a speed threshold for starting the slip-down prevention operation, a speed threshold for releasing the slip-down prevention operation, and the like) stored in the storage device as the criterion for starting or releasing the slip-down prevention function. By using such a user interface, the threshold values can be adjusted for each vehicle type or the like by the provider of the motor drive apparatus 10, the provider of the vehicle, the maintenance person in charge of the vehicle, or the like. The threshold values used as the criteria for determining whether to activate or deactivate the slip-off prevention function may be fixed values or variable values.
(6) When the acquired various commands and information satisfy the start condition of the slip-down prevention function, the CPU12 of the motor drive device 10 according to the embodiment immediately starts the operation as the slip-down prevention function section 122. However, when the acquired various commands and information satisfy the conditions for starting the slip-down prevention function, the CPU12 may start counting the internal timer, and may start the operation as the slip-down prevention function unit 122 after the internal timer counts a predetermined time. The setting time of the internal timer in this case can be adjusted.
Claims (9)
1. A motor drive device for driving and controlling a motor as a power source of an electric vehicle,
the vehicle control device includes a slip-down prevention unit that starts rotational speed control of the motor to bring an actual rotational speed of the motor to zero when predetermined start conditions are satisfied by hand brake information indicating opening or closing of a hand brake, shift position information indicating a shift position, an actual rotational speed as a result of detection of a rotational speed of the motor, and a torque command value according to an accelerator operation amount, the slip-down prevention unit executing start determination processing to determine whether the predetermined start conditions are satisfied when the torque command value is acquired from a host controller,
wherein the prescribed startup conditions include: the gear information is an operation command indicating operation of the vehicle, and the hand brake information changes from hand brake on to hand brake off.
2. The motor drive device according to claim 1,
the hand brake information, the gear position information, and the torque command value are supplied from a superior controller.
3. The motor drive device according to claim 1,
the prescribed start-up conditions are:
the absolute value of the torque command value is smaller than a torque threshold value at which a slip-down prevention action is initiated, the shift information is an operation command indicating an operation of the vehicle, the absolute value of the actual rotation speed is smaller than a speed threshold value at which the slip-down prevention action is initiated, and the handbrake information is changed from handbrake open to handbrake closed.
4. The motor drive device according to claim 1,
the prescribed start-up conditions are:
an absolute value of the torque command value is smaller than a torque threshold value at which a slip-down prevention operation is started, the shift information is an operation command that instructs an operation of the vehicle and a forward command that instructs a forward movement of the vehicle, an absolute value of the actual rotation speed is smaller than a speed threshold value at which the slip-down prevention operation is started, inclination angle information that indicates an inclination angle of the vehicle is equal to or greater than a positive angle threshold value that indicates that a front side is higher than a rear side, and the handbrake information is changed from handbrake-on to handbrake-off,
alternatively, the predetermined start-up conditions are:
the absolute value of the torque command value is smaller than a torque threshold value for starting a slip-down prevention operation, the shift information is an operation command for instructing operation of the vehicle and a reverse command for instructing reverse of the vehicle, the absolute value of the actual rotation speed is smaller than a speed threshold value for starting the slip-down prevention operation, the inclination angle information indicating the inclination angle of the vehicle is equal to or smaller than a negative angle threshold value indicating that the front side is lower than the rear side, and the hand brake information is changed from the hand brake being on to the hand brake being off.
5. The motor drive device according to any one of claims 1 to 4,
in a state where the rotational speed control of the motor is being performed so that the actual rotational speed of the motor becomes zero,
the slip-down prevention means ends the rotational speed control of the motor such that the actual rotational speed of the motor becomes zero, at least when the absolute value of the torque command value becomes equal to or greater than a torque threshold value at which the slip-down prevention operation is cancelled.
6. The motor drive device according to claim 5,
the set torque threshold value for releasing the slip-down preventing operation can be changed.
7. The motor drive device according to claim 3 or 4,
the set torque threshold value for starting the slip-down prevention operation may be changeable.
8. The motor drive device according to claim 3 or 4,
the set speed threshold for starting the slip-down prevention operation may be changeable.
9. An electric motor drive system, comprising:
a motor drive device that drive-controls a motor as a power source of an electric vehicle; and
a higher-level controller that outputs a torque command value corresponding to an accelerator operation amount, hand brake information indicating opening or closing of a hand brake, and gear position information indicating a gear position to the motor drive device,
wherein the motor drive device includes a slip-down prevention unit that starts rotational speed control of the motor such that an actual rotational speed of the motor becomes zero when the torque command value, the hand brake information, and the shift position information acquired from the upper controller and an actual rotational speed of the motor acquired from a rotational speed sensor that detects a rotational speed of the motor satisfy a predetermined start condition, and the slip-down prevention unit executes a start determination process of whether or not the predetermined start condition is satisfied when the torque command value is acquired from the upper controller, and the predetermined start condition includes: the gear information is an operation command indicating operation of the vehicle, and the hand brake information changes from hand brake on to hand brake off.
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| Application Number | Priority Date | Filing Date | Title |
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| JP2015224410A JP6651803B2 (en) | 2015-11-17 | 2015-11-17 | Motor drive device and motor drive system |
| JP2015-224410 | 2015-11-17 |
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| CN111252068B (en) * | 2018-11-30 | 2021-05-14 | 宝沃汽车（中国）有限公司 | Control method and device for electric vehicle and electric vehicle |
| JP2020120553A (en) * | 2019-01-28 | 2020-08-06 | 富士電機株式会社 | Motor drive device and motor drive system |
| JP2021069208A (en) * | 2019-10-24 | 2021-04-30 | 日本電産株式会社 | Motor control device, motor unit, and motor control method |
| CN111251905A (en) * | 2020-03-06 | 2020-06-09 | 上海中科深江电动车辆有限公司 | Method and device for realizing slope control of electric automobile |
| CN111674268B (en) * | 2020-06-22 | 2023-03-10 | 东风电子科技股份有限公司 | Method for realizing slope-sliding prevention protection control of new energy electric automobile |
| CN113370799A (en) * | 2021-06-04 | 2021-09-10 | 北京新能源汽车股份有限公司 | Vehicle sliding control method, vehicle sliding control device and vehicle |
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| CN103879306B (en) * | 2014-04-09 | 2016-06-08 | 奇瑞新能源汽车技术有限公司 | A kind of automobile ramp subsystem and control method thereof |
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| CN103121450A (en) * | 2011-11-18 | 2013-05-29 | 北汽福田汽车股份有限公司 | Ramp way control method of pure electric vehicle |
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| CN107031451A (en) | 2017-08-11 |
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